Sold for £ 1.600

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

In late 1966, Ford unveiled the MkII Cortina, just four years after the original and highly successful MkI with a fresh squared-off look courtesy of Ford UK’s chief stylist Roy Haynes. A fraction wider and shorter than the MkI it replaced, it incorporated numerous improvements such as a tighter turning circle, more compliant suspension and most importantly, a lot more interior space.

A new five-bearing 1.300 cc engine and carry-over 1.500 cc unit were offered, capacity increasing further to 1.599 cc on the larger unit in August ’67 along with new crossflow heads for both. New models were badged 1300 or 1600 and were available as two- and four-door saloons in base, Deluxe and Super trim levels and not long much later, the roomy estate version joined the price list.

Produced in 1970, this MkII 1300 base spec estate is now a rare sight and will no doubt draw admiration and intrigue in equal dose wherever its taken. This four-owner car has formed part of a large private collection for many years and retains its delightfully original and simple interior featuring black leatherette seats. The history file contains nine old Mot certificates and a tax disc from 2013.

We are led to believe that it this one has been fitted with the more powerful 1.600 cc unit at some time in the past, although we ask that you make your own mind up as to what capacity engine is actually fitted.

It was last MOT’d in June 2012, at which time the recorded mileage was 7.652 miles which we can only assume to be 107.652. Judging by the Mot history the car was in regular, albeit limited use until its last Mot. Given that it has not been used for at least five or six years, we have not attempted to start it and would advise a service and thorough check-over before enjoying this classic estate life through the summer show season.

Enthusiasts from other countries never fully understand why we Brits get so excited about old Fords from this era, but they are economical, cheap to run and pleasant to drive, this lovely original Cortina just needs some regular exercise to keep it fit and healthy – don’t we all.

Replacing an earlier digital photo with a better version 25-Jul-19.

'Liverpool - John Lennon International Airport' special tail livery, with the additional cheesy 'Above us only sky' slogan! Plus additional 'Around the Universe' titles on the forward fuselage (a bit ambitious!). On a slightly misty September morning.

This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Icelandair as TF-FIK in Mar-96. It was returned to the lessor in Mar-07 and immediately leased to flyGlobespan.com (UK) as G-CEJM.

It returned to the lessor in Apr-09. In May-09 the aircraft was leased to Mint Airways (Spain) as EC-LBC. It was wet-leased to PAL Aerolinea Principal (Chile) between Jan/Feb-11. It was also wet-leased to Thomas Cook Airlines UK between May/Sep-11.

Also in Sep-11 it was wet-leased, short-term, to RAK Airways (UAE). In Oct-11 the aircraft was wet-leased to Comtel Air (Austria), however they ceased operations on 14-Nov-11 and the aircraft was impounded at Amritsar, India. It was returned to Mint Airways in early Dec-11.

Mint Airways ceased operations in May-12, the aircraft was returned to the lessor and stored at Madrid, Spain. It was re-registered N391LF in Aug-12 and ferried to Goodyear, AZ, USA in Sep-12 for further storage.

The aircraft was sold to Erickson Aviation in Mar-13 and converted to freighter configuration with a main deck cargo door in Dec-13. It was sold to DHL Aviation (Netherlands) BV in Jan-14 and leased to Blue Dart Aviation (India) as VT-BDQ two days later. Blue Dart operate it on behalf of DHL. Current, updated 23-Apr-23.

Replacing an earlier digital photo with a better version 14-Feb-22.

This aircraft was delivered to TACA International Airlines (El Salvador) as N371TA in Jul-90. It was wet-leased to Freedom Air International (New Zealand) between Apr-96/Apr-97.

It was leased to VARIG Brasil as PP-VPF in Aug-97. TACA sold it to a lessor in Dec-99 while the lease to VARIG continued. It was returned to the lessor in Apr-06 and re-registered N371TA again in May-06.

The aircraft was leased to Hemus Air (Bulgaria) as LZ-HVB in Jun-06 and wet-leased to Bulgaria Air in May-07. It was returned to the lessor in Nov-10 and sold to Aurora Leasing as N919GF in Dec-10 and ferried to Miami, FL, USA.

By Apr-11 it had been converted to freighter configuration with a main deck cargo door and was leased to Airwork Flight Operations (New Zealand) as ZK-TLE later the same month. It was wet-leased to, and operated for, Toll Priority Freight in May-11.

The aircraft was returned to Airwork Flight Operations in Sep-20 and was stored at Brisbane, Australia. It was transferred to to Airwork Ireland as OE-IFE in Jan-21 and stored at Bucharest-Baneasa, Romania.

Now 32 years old the aircraft was due to be leased to Olympus Airways (Greece) in early 2021, however the lease was cancelled and the aircraft remained stored at Bucharest. It was returned to Airwork New Zealand as ZK-TLE in Mar-22 and returned to service.

It was withdrawn from use at Auckland, New Zealand in Jun-24 and ferried to Hamilton, NI, New Zealand in Jul-24 where it was permanently retired. Updated 14-Feb-26.

When I saw that 740 had replaced 743 moments after I saw it heading into town I had to stay and get a photo of it, I've seen people say that it's a permanent transfer and not a loan but I'm gonna take that with a pinch of salt because of the people who are saying it however it would be nice if it is true.

Trent Barton Volvo B7RLE Wright Eclipse Urban 740 (FJ09BXE) is pictured on Meadows Way working a Skykink Express service to East Midlands Airport via Clifton and East Midlands Gateway.

Replacing an earlier scanned slide with a better version 09-May-15, plus Topaz DeNoise AI 30-Jun-23.

Sneaky photo taken at Tripoli in 1969.

Built as a C-54A, this aircraft was delivered to the USAAF in Jun-44 as 42-72230. After the war, it was bought back by the Douglas Aircraft Company in Jun-46 and converted to civilian DC-4 standard (conversion No:23).

It was bought by Pan-Am in Mar-47 as N88922 'Clipper Radiant'. It was operated in Europe on Pan-Am's West German network connecting West Berlin to the rest of West Germany in the late 1940's and through the 1950's, being renamed 'Clipper Nurnberg' and later 'Clipper Dusseldorf'.

In Jun-60 it was sold to Balair, Switzerland, as HB-ILC. In Mar-63 it moved to the UK when it was sold to Air Ferry Ltd as G-ASFY. The aircraft served with Air Ferry until Nov-68 when it was bought by International Aviation Development as N3454 and sold on to LAVCO in Feb-69.

It was withdrawn from use at the old Hal Far Airport on Malta in 1979 and broken up soon after.

I also have a photo of this as G-ASFY with Air Ferry, taken at Liverpool UK in 1965. It's at www.flickr.com/photos/kenfielding/16627488625

Replacing 11kV light section angle pole

Originally built as Penn Central 7868, then transitioned to Conrail 7868, now we're seeing this Geep as Norfolk Southern 2923. Since retired form the NS active roster, the GP38-2 worked for three railroads, and never missed a step.

Replacing an earlier scanned photo with a (slightly) better version 18-May-16, plus Topaz DeNoise AI 18-Mar-24

Another photo taken from the International Office Centre at the end of Ringway Road (where the Emirates UK North offices were located). My longest lens at the time was a 200mm and this is a 'blow up' from a small image at maximum focal length. The only one I have of this aircraft in the full Airtours livery.

First flown with the Airbus test registration F-WWDU, this aircraft was delivered to Conair of Scandinavia as OY-CND in Sep-91. In Jan-94 Conair merged with Scanair to form Premiair.

In Feb-97 the aircraft was returned to the lessor and leased to Airtours International Airways as G-RDVE. Airtours was renamed MyTravel Airways in May-02.

In Dec-03 it was returned to the lessor and leased to WindJet (Italy) as I-LINH. It was due to return to the lessor in Jun-09 for lease to XL Airways France as F-GTHL but the lease was cancelled and the aircraft remained with WindJet.

It was returned to the lessor in Mar-10 and permanently retired at Chateauroux, France. It was broken up at Chateauroux in Sep/Oct-11.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 15-Jan-25.

This aircraft was delivered to Pacific Western Airlines, Canada as C-GLPW in May-80. Pacific Western was merged with Canadian Pacific to for Canadian Airlines International in Apr-87.

It was sold to PLM International and leased to Bahamasair in Dec-97. The aircraft continued in service until it was permanently retired at Opa Locka, FL, USA in Sep-08.

Replacing a digital photo with a better version 29-Dec-22.

'Real Norwegian Edvard Munch' tail livery.

This aircraft was delivered to a leasing company and leased to Air Caledonie International (Aircalin) as F-ODGX in Jun-89. It was returned to the lessor in May-04.

It was immediately sold to Airwork (New Zealand) Ltd as ZK-PLU and leased to Palau Micronesia Air in Jul-04. Unfortunately it didn't stay long and was returned to Airwork (NZ) Ltd at the end of Dec-04 and stored at Christchurch, New Zealand in Jan-05.

The aircraft was leased to Norwegian Air Shuttle as LN-KKS in Apr-05. It returned to the lessor in May-12 and was permanently retired at Stuttgart, AR, USA. The registration was cancelled the same month.

I also have a shot of this with Aircalin at ...

www.flickr.com/photos/kenfielding/6237485227

This modern set of buildings replaced a whole block in the Old Town close to where I work, the original buildings were gutted in a huge fire. Now a mix of hotels, shops, cafes, bars and restaurants, the buildings at the back and top line Southbridge.

But when you come behind them and down into this square you realise the whole set of buildings, like the older historic ones nearby, actually go below the bridge and down to meet the Cowgate below (the lowest street in the Old Town), so you can use this as a quick shortcut from Chambers Street or Southbridge to head down to the Cowgate, and on the way there are bars and cafes to enjoy as well.

Sun was just set as I was passing here, not fully dark yet but getting there, low light but the new camera seems to have handled it okay even freehand.

Replacing an earlier scanned photo with a better version 18-Feb-22 (DeNoise AI).

First flown in Mar-89 with the Short Brothers test registration G-BPKX, this aircraft was transferred to Shorts Aircraft Delivery Inc as N754CN later that month.

It was sold to State Street Bank & Trust Co in Apr-89 and leased to Business Express (USA) in Aug-89 and re-registered N829BE in Oct-89. It was returned to the lessor in Mar-94 and stored at Opa Locka, FL, USA.

The aircraft remained stored for over two years until it was leased to Gulfstream International Airlines in Jun-96. It was re-registered N263GA in Nov-96. It was repossessed by the lessor in Aug-97 and stored at Melbourne, FL, USA in Dec-97.

It was leased to FedEx Federal Express in Feb-99 and converted to a small parcel freighter (window blanks only) before being transferred to Express Airlines Germany as D-CFXA in Jun-99 and operated on behalf of FedEx.

The aircraft was returned to the lessor as N263GA in Dec-02 and stored. It was sold to Falcon Leasing (USA) in Nov-04 and leased to Air Cargo Carriers. It was returned to the lessor in Aug-07, re-registered N972AA and leased to Alliance Air Carriers.

The aircraft was sold to AFAB Capital LLC (USA) and leased again to Air Cargo Carriers in Dec-20. Now 35 years old, it's still in service. Updated 18-Feb-24.

Replacing an earlier scanned photo with a better version 10-May-20, plus Topaz DeNoise AI 17-Feb-22

'Commuter' titles replaced with the web address with a large red 'dot'.

Named: "Cormac / St. Cormac".

First flown with the British Aerospace test registration G-6-169 in May-90, this aircraft was due for lease to Discovery Airways (USA) as N887DV but the lease was cancelled and it was registered to B.Ae in Jul-90 as G-BSNS instead.

It was transferred to British Aerospace Inc as N887DV in Dec-90 but reverted to G-BSNS with Trident Aviation Leasing in Jun-91.

The aircraft was leased to Meridiana Air (Spain) in Aug-91 with the temporary Spanish registration EC-839, becoming EC-FHU in Jan-92. It returned to Trident Aviation Leasing as G-BSNS in Sep-92 and was stored at East Midlands, UK.

It remained stored until it was leased to Air UK in Oct-94. Air UK was renamed KLM UK in Apr-99. The aircraft was leased to KLM 'low-cost' subsidiary 'Buzz' (UK) in Jan-00 and returned to KLM UK and the lessor the following month.

In Jul-00 the aircraft was leased to Aer Lingus as EI-CTN in Jul-00 and carried additional 'Commuter' titles until it was replaced by the big red 'dot' in their 'aerlingus 'dot' com' sales campaign to get passengers to book online.

It returned to the lessor in Oct-03 and was stored at Southend, UK. The aircraft was re-registered G-BSNS again in Jan-04 prior to lease to Flightline (UK) in Aug-04.

It returned to the lessor in Mar-05 and was leased to Air Dolomiti (Italy) as I-ADJG in May-05 until it returned to the lessor as G-BSNS in Aug-09.

In Oct-09 it was sold to Fair Aviation (South Africa) as ZS-SMO. It was wet-leased to Intair Iles (Comores) between Jan/May-12 and then to Starbow Airlines between May/Aug-12.

The B.Ae 146 is no longer in operation but I have no date when it was retired. No further info. Updated 21-Jul-24.

Replacing Mississippi River bridge.

Replacing the B744 on flight BA 285.

New sign installed outside entrance, replacing the original Thames Trains one.

Replacing a photo from Apr-15 with a better version

Delivered to PIA Pakistan International Airlines as AP-BGK in Feb-04. Current (May-17).

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

The KAI T-50 Golden Eagle (골든이글) is a family of South Korean supersonic advanced trainers and light combat aircraft, developed by Korea Aerospace Industries (KAI) with Lockheed Martin. The T-50 is South Korea's first indigenous supersonic aircraft and one of the world's few supersonic trainers.

The first four Scottish Golden Hawk TF.1 aircraft were allocated to the newly established RoScAC No. 2 Squadron, based at Leuchars, where the RoScAC took control from the British Army. The latter had just taken over the former air base from the RAF in 2015, losing its “RAF air base” status and was consequentially re-designated “Leuchars Station”, primarily catering to the Royal Scots Dragoon Guards who have, in the meantime, become part of Scotland’s Army Corps. The brand new machines were publically displayed on the shared army and air corps facility in the RoScAC’s new paint scheme on 1st of December 2019 for the first time, and immediately took up service.

General characteristics:

Crew: 2

Length: 13.14 m (43.1 ft)

Wingspan (with wingtip missiles): 9.45 m (31 ft)

Height: 4.94 m (16.2 ft)

Wing area: 23.69 m² (255 ft²)

Empty weight: 6,470 kg (14,285 lb)

Max. takeoff weight: 12,300 kg (27,300 lb)

Powerplant:

1× Volvo RM12 afterburning turbofan, rated at 54 kN (12,100 lbf) dry thrust

and 80.5 kN (18,100 lbf) with afterburner

Performance:

Maximum speed: Mach 1.5 (1,640 km/h, 1,020 mph at 9,144 m or 30,000 ft)

Range: 1,851 km (1,150 mi)

Service ceiling: 14,630 m (48,000 ft)

Rate of climb: 198 m/s (39,000 ft/min)

Thrust/weight: 0.96

Max g limit: -3 g / +8 g

Armament:

1× 27mm Mauser BK-27 revolver cannon with 120 rounds

A total of 7 hardpoints (4 underwing, 2 wingtip and one under fuselage)

for up to 3,740 kg (8,250 lb) of payload

The kit and its assembly:

A rare thing concerning my builds: an alternative reality whif. A fictional air force of an independent Scotland crept into my mind after the hysterical “Brexit” events in 2016 and the former (failed) public vote concerning the independence of Scotland from the UK. What would happen to the military, if the independence would take place, nevertheless, and British forces left the country?

The aforementioned Scottish National Party (SNP) paper from 2013 is real, and I took it as a benchmark. Primary focus would certainly be set on air space defense, and the Gripen appears as a good and not too expensive choice. The Sk 90 is a personal invention, but would fulfill a good complementary role.

Nevertheless, another multi-role aircraft would make sense as an addition, and both M-346 and T-50 caught my eye (Russian options were ruled out due to the tense political relations), and I gave the TA-50 the “Go” because of its engine and its proximity to the Gripen.

The T-50 really looks like the juvenile offspring from a date between an F-16 and an F-18. There’s even a kit available, from Academy – but it’s a Snap-Fit offering without a landing gear but, as an alternative, a clear display that can be attached to the engine nozzle. It also comes with stickers instead of waterslide decals. This sounds crappy and toy-like, but, after taking a close look at kit reviews, I gave it a try.

And I am positively surprised. While the kit consists of only few parts, moulded in the colors of a ROCAF trainer as expected, the surfaces have minute, engraved detail. Fit is very good, too, and there’s even a decent cockpit that’s actually better than the offering of some “normal” model kits. The interior comes with multi-part seats, side consoles and dashboards that feature correctly shaped instrument details (no decals). The air intakes are great, too: seamless, with relatively thin walls, nice!

So far, so good. But not enough. I could have built the kit OOB with the landing gear tucked up, but I went for the more complicated route and trans-/implanted the complete landing gear from an Intech F-16, which is available for less than EUR 5,- (and not much worth, to be honest). AFAIK, there’s white metal landing gear for the T-50 available from Scale Aircraft Conversions, but it’s 1:48 and for this set’s price I could have bought three Intech F-16s…

But back to the conversion. This landing gear transplantation stunt sounds more complicated as it actually turned out to be. For the front wheel well I simply cut a long opening into the fuselage and added inside a styrene sheet as a well roof, attached under the cockpit floor.

For the main landing gear I just opened the flush covers on the T-50 fuselage, cut out the interior from the Intech F-16, tailored it a little and glued it into its new place.

This was made easy by the fact that the T-50 is a bit smaller than the F-16, so that the transplants are by tendency a little too large and offer enough “flesh” for adaptations. Once in place, the F-16 struts were mounted (also slightly tailored to fit well) and covers added. The front wheel cover was created with 0.5 mm styrene sheet, for the main covers I used the parts from the Intech F-16 kit because they were thinner than the leftover T-50 fuselage parts and feature some surface detail on the inside. They had to be adapted in size, though. But the operation worked like a charm, highly recommended!

Around the hull, some small details like missing air scoops, some pitots and antennae were added. In a bout of boredom (while waiting for ordered parts…) I also added static dischargers on the aerodynamic surfaces’ trailing edges – the kit comes with obvious attachment points, and they are a small detail that improves the modern look of the T-50 even more.

Since the Academy kit comes clean with only a ventral drop tank as ordnance, underwing pylons from a SEPECAT Jaguar (resin aftermarket parts from Pavla) and a pair of AGM-65 from the Italeri NATO Weapons set plus launch rails were added, plus a pair of Sidewinders (from a Hasegawa AAM set, painted as blue training rounds) on the wing tip launch rails.

Since the T-50 trainer comes unarmed, a gun nozzle had to be added – its position is very similar to the gun on board of the F-16, on the upper side of the port side LERX. Another addition are conformal chaff/flare dispensers at the fin’s base, adding some beef to the sleek aircraft.

Painting and markings:

I did not want a grey-in-grey livery, yet something “different” and rather typical or familiar for the British isles. My approach is actually a compromise, with classic RAF colors and design features inspired by camouflage experiments of the German Luftwaffe on F-4F Phantoms and Alpha Jets in the early Eighties.

For the upper sides I went for a classic British scheme, in Dark Green and Dark Sea Grey (Humbrol 163 and 164), colors I deem very appropriate for the Scottish landscape and for potential naval operations. These were combined with elements from late RAF interceptors: Barley Grey (Humbrol 167) for the flanks including the pylons, plus Light Aircraft Grey (Humbrol 166) for the undersides, with a relatively high waterline and a grey fin, so that a side or lower view would rather blend with the sky than the ground below.

Another creative field were the national markings: how could fictional Scottish roundels look like, and how to create them so that they are easy to make and replicate (for a full set for this kit, as well as for potential future builds…)? Designing and printing marking decals myself was an option, but I eventually settled for a composite solution which somewhat influenced the roundels’ design, too.

My Scottish roundel interpretationconsists of a blue disk with a white cross – it’s simple, different from any other contemporary national marking, esp. the UK roundel, and easy to create from single decal parts. In fact, the blue roundels were die-punched from blue decal sheet, and the cross consists of two thin white decal strips, cut into the correct length with the same stencil, using generic sheet material from TL Modellbau.

Another issue was the potential tactical code, and a small fleet only needs a simple system. Going back to a WWII system with letter codes for squadrons and individual aircraft was one option, but, IMHO, too complicated. I adopted the British single letter aircraft code, though, since this system is very traditional, but since the RoScAC would certainly not operate too many squadrons, I rather adapted a system similar to the Swedish or Spanish format with a single number representing the squadron. The result is a simple 2-digit code, and I adapted the German system of placing the tactical code on the fuselage, separated by the roundel. Keeping British traditions up I repeated the individual aircraft code letter on the fin, where a Scottish flag, a small, self-printed Fife coat-or-arms and a serial number were added, too.

The kit saw only light weathering and shading, and the kit was finally sealed with matt acrylic varnish (Italeri).

Creating this whif, based on an alternative historic timeline with a near future perspective, was fun – and it might spawn more models that circle around the story. A Scottish Sk 90 and a Gripen are certain options (and for both I have kits in the stash…), but there might also be an entry level trainer, some helicopters for the army and SAR duties, as well as a transport aircraft. The foundation has been laid out, now it’s time to fill Scotland’s history to come with detail and proof. ;-)

Besides, despite being a snap-fit kit, Academy’s T-50 is a nice basis, reminding me of some Hobby Boss kits but with less flaws (e .g. most of the interiors), except for the complete lack of a landing gear. But with the F-16 and Jaguar transplants the simple kit developed into something more convincing.

Title: The Federal Department of Public Works was having the wooden pilings along the harbour at Port Stanley replaced in January 1981. The job was last done about five years before. The purpose of the pilings was to protect the wharf from boats. They were placed about every 20 feet along the dock or wherever necessary.

Creator(s): St. Thomas Times-Journal

Bygone Days Publication Date: February 12, 2016

Original Publication Date: January 23, 1981

Reference No.: C9 Sh2 B2 F7 30

Credit: Elgin County Archives, St. Thomas Times-Journal fonds

architecture from the street series. west los angeles, ca.

Morris Ital - rather surprised to see only one door has been replaced.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 08-Aug-25

Originally named: "Armando Sallo de Olivera".

This aircraft was delivered to Mitsui Finance and leased to VASP Airlines as PP-SOW in Feb-92. It was returned to the lessor in Apr-00 and leased to VARIG Brasil as PP-VQL the following month. The aircraft was returned to the lessor in Aug-04 and stored at Rio de Janeiro-Galileo, Brasil.

It was ferried to Singapore-Seletar in Sep-04 and sold to Wells Fargo Bank Northwest (as Trustee for Lufthansa) as N413LT in Oct-04. The aircraft was converted to freighter configuration with a main deck cargo door at Seletar in Jul-05. It was delivered to Lufthansa Cargo as D-ALCO a few days later.

The aircraft was damaged during a hard landing at Mexico City on 13-Sep-09 which caused fuselage wrinkling and a bent nosewheel leg. It was very close to being written off but the insurers decided it was repairable and it was ferried to Victorville, CA, USA in Nov-09 with the nosewheel leg locked down.

The repairs took almost a year and after maintenance at Xiamen, China the aircraft returned to service in Nov-10. It was only 22 years old when Lufthansa permanently retired it at Tulsa, OK, USA in Jan-14 and subsequently broken up.

*replaced with revised edit*

Smoo Cave is a large combined sea cave and freshwater cave in Durness in Sutherland, Scottish Highlands.

The cave itself is impressive, though the set up had a bit too much of a touristy feel for my liking .

Replacing skies is kind of one of my favorite challenges to (realistically) accomplish lately, and I'm pretty happy with how this one turned out! I'm also glad I took a second to think about the direction of the light and flip the replacement sky to match. These things need consideration.

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Sorry, this replaces an earlier post named "Miles of Spirals".

Worth a look in Large?

RV 489 - March 2011.

Demolished in 2010 and replaced by a block of 63 apartments.

Postally unused.

For a couple years I worked as a roofer, and having roof top delivery of materials is a life saver. I included as many details as I could on the roof, but the rest of the house is a bit lacking.

Still, not bad for my first diorama.

There is one big mistake being made in this diorama, and whoever spots it gets an imaginary cookie!

Replacing Your Home Air Filter and Why It’s Important. t.co/KxDsYhh9JM t.co/cKRH9O29RZ (via Twitter twitter.com/ProSaverApp/status/783423403420155904)

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 25-Feb-25.

First flown in Mar-88 with the British Aerospace (Avro) test registration G-5-099, this aircraft was delivered to Trident Aviation Leasing and leased to Loganair as G-OLCA in Jul-88.

It was wet-leased to British Airways for three months between May / Jul-90 and wet-leased to NortJet (a Spanish charter airline) for four months between Sep / Nov-90. It was also wet-leased to AirSur (Spain) between Dec-90 / Feb-91.

The aircraft was returned to British Aerospace Asset Management in Nov-91 and stored until it was leased to Air UK for three months between Jan / Mar-92. A few days later it was leased to LAR Transregional (Portugal) and returned to the lessor in Oct-92.

It was immediately leased to Malmo Aviation (Sweden) and returned to the lessor in Feb-93. The aircraft was leased to Jersey European Airways in Mar-93 and was re-registered G-JEAJ in Sep-93. It was wet-leased to Malmo Aviation in Mar-98 and returned to Jersey European the following month.

In Jun-00 Jersey European was renamed British European Airways (the original British European [BEA] was merged with BOAC to form British Airways in 1974). This British European was renamed FlyBe Airlines in Jul-02.

The aircraft was returned to the lessor and stored at Kemble, UK in Oct-06. It was ferried to Bacau, Romania in Mar-07 and converted to B.Ae 146-200QT standard with the addition of a main deck cargo door.

It was due to be leased to Amerer Air (Austria) as OE-IAA but the lease wasn't taken up and the aircraft was ferried to Southend, UK, in Jun-08 for further storage. It returned to Bacau in Dec-08 and returned to long-term storage. Converting it to a freighter appears to have been a waste of money as it was broken up at Bacau, Romania in 2015. Updated 25-Jan-23.

Replacing an earlier scanned photo with a better version 28-Jan-22 (DeNoise AI).

This aircraft was delivered to Australian Airlines as VH-TAY in Jun-87. Australian Airlines was merged into QANTAS Airways in Oct-93.

It continued in service until it was leased to Jet Connect (New Zealand) as ZK-JNA in Nov-03. It was returned to QANTAS in Jun-06 as VH-XMR and stored at Avolon.

The aircraft was converted to freighter configuration with a main deck cargo door at Avolon in Jan-07 and leased to Australian Air Express, operating on behalf of QANTAS Freight.

It was repainted in full QANTAS livery with 'QANTAS Freight' titles in Oct-14. The QANTAS Freight titles were replaced by 'Australia Post' titles in Jul-20. It's now 35 years old! Current, updated 28-Jan-22.

Replacing an earlier scanned 6"x4" print with a better version 15-Jan-19, plus Topaz DeNoise AI 27-Aug-23.

The aircraft was earlier on lease to ZAS Airline of Egypt and is seen here still in ZAS' basic livery.

First flown in Apr-79 as an A300B2-320 with the Airbus test registration F-WZEN, this aircraft was delivered to SAS Scandinavian Airlines as LN-RCA in Jan-80. It was converted to A300B4-120 standard in Mar-83 before being transferred to SAS' charter subsidiary, Scanair later the same month.

The aircaft was sold to Conair of Scandinavia as OY-CNA in Oct-87. It was wet-leased to ZAS Airline of Egypt in Nov-91. In Jan-93 it was sub-leased to Dominicana, operated by Conair, and returned to ZAS and Conair in Apr-93.

It was stored at Copenhagen in Apr-93 in basic ZAS livery with Dominicana titles & logo. The aircraft was wet-leased to Britannia Airways in Aug-93 for 5 weeks, returning to Conair in Sep-93.

In Jan-94 Conair merged with Scanair to form Premiair. In Mar-94 the aircraft was leased to Conair subsidiary, Conair Deutschland for the summer season, returning to Premiair in Nov-94.

It was withdrawn from service in Nov-01 and stored at Copenhagen. The aircraft was sold to BEA Bosphorus European Aiways (Turkey) as TC-OYC in Dec-01. It was briefly leased to Fly Air (Turkey) in Aug-04 and to Sudan Airways between Oct-04/Apr-05 when it was stored at Istanbul and Bosphorus European ceased operations.

The aircraft was 'abandoned' at Istanbul and remained stored. It was moved to the Military Ramp in Mar-14 for scrapping and was last noted still there in Oct-15.

Replacing an earlier digital photo with a better version 06-Nov-19.

Suffering from some heat shimmer.

This aircraft was delivered to Finnair O/Y as OH-LHB in May-75. It was wet-leased to Nigeria Airways for 3 weeks in Sep-81, to Sudan Airways (short-term) in Sep/Oct-81, to Nigeria Airways again between Oct/Nov-81 and to VASP Brasil between Mar-94/Mar-94. It was wet-leased to SkyJet Belgium in Jun-94 and immediately sub-leased to Birgenair (Turkey), still operated by Finnair. It was returned to SkyJet and Finnair in Sep-94. The aircraft was sold to the Capra Corporation in Jun-95 and immediately leased to Air Liberte (France) as F-GPVB. It was returned to the lessor and sold to Continental Airlines as N17085 in May-97. The aircraft was withdrawn from service and stored at Mojave, CA, USA in Oct-01. It was sold to Omni DC-10 Leasing LLC and leased to Omni Air International in Nov-02. It was returned to Omni DC-10 Leasing and stored at Victorville, CA, USA in Mar-07. In Nov-07 the aircraft was sold to 10 Tanker Air Carrier LLC and remained stored until it was converted to a fire fighting tanker aircraft at Victorville in Jul-08. It was sold to BC Aircraft Leasing in Mar-14 and leased back to 10 Tanker Air Carrier. Now 44.5 years old it continues in service. Current, updated (Nov-19).

Replacing an earlier scanned 6"x4" print with a better version 20-Aug-21 (DeNoiseAI).

Typical Manchester weather!!! A grey day and a grey aircraft don't go well together.

This aircraft was first flown in Jul-86 as 82-0074, it was delivered to USA Foreign Military Sales in Feb-87 and was transferred to the RSAF Royal Saudi Air Force as 1814 on the same day. As far as I'm aware, the aircraft is still operational. Current (Apr-18).

Gerard Pain (1938-2012), an icon of the era of fine French dining in Washington, opened L'Escargot on Connecticut Avenue in Cleveland Park around 1973. The bistro-style restaurant replaced Pouget's, an earlier French eatery. Pain later opened La Chaumiere in Georgetown.

Replacing an earlier photo from 2017 with a better version 02-Oct-20.

Operated on behalf of TAP Express by Portugalia Airlines.

Named: "Faro".

Embraer don't allocate test registrations when the aircraft is being delivered to a Brazilian airline. This aircraft was delivered to Air Lease Corporation and leased to TRiP Linhas Aereas as PP-PJO in Aug-11. TRiP was merged into Azul Linhas Aereas Brazileiras in May-12. The aircraft was stored in Apr-15. It was sub-leased to Portugalia Airlines as CS-TPQ and is operated on behalf of TAP Express. Current, updated (Oct-20).

Ardvreck Castle is a castle, now ruinous, standing on a rocky promontory in Loch Assynt, Sutherland, Scotland, UK. The structure dates from about 1490 and is associated with the then landowners, the Macleods of Assynt.

The castle was built in the 15th century by the MacLeods of Assynt. It replaced Assynt Castle which was four miles north-west of Inchnadamph.

Ardvreck is notable as the place where the royalist James Graham, 1st Marquess of Montrose was handed over in 1650 to the Covenanter forces by MacLeod, Laird of Assynt after the Battle of Carbisdale. The true history of this event is unclear. One account is that MacLeod, loyal to the Covenanters, arrested the weary, fleeing, Montrose and held him. Another is that he provided comfortable shelter, but betrayed Montrose for a £25,000 reward.

Clan Mackenzie attacked and captured Ardvreck Castle in 1672, and then took control of the Assynt lands. In 1726 they constructed a more modern manor house nearby, Calda House which takes its name from the Calda burn beside which it stands. A fire destroyed the house in 1737 and both Calda House and Ardvreck Castle stand as ruins today. They are designated as scheduled monuments.

The castle was a simple rectangular keep with a round staircase tower at the south-east angle. It was corbelled out on the upper floors to form square rooms, the small stair turret to these upper rooms being carried on the corbelling. There were three compartments on the ground floor which were all vaulted. There appear to have been four floors, and the first of these is also vaulted with the other floors being simply joisted. The castle also had several gunports.

The Highlands is a historical region of Scotland. Culturally, the Highlands and the Lowlands diverged from the Late Middle Ages into the modern period, when Lowland Scots language replaced Scottish Gaelic throughout most of the Lowlands. The term is also used for the area north and west of the Highland Boundary Fault, although the exact boundaries are not clearly defined, particularly to the east. The Great Glen divides the Grampian Mountains to the southeast from the Northwest Highlands. The Scottish Gaelic name of A' Ghàidhealtachd literally means "the place of the Gaels" and traditionally, from a Gaelic-speaking point of view, includes both the Western Isles and the Highlands.

The area is very sparsely populated, with many mountain ranges dominating the region, and includes the highest mountain in the British Isles, Ben Nevis. During the 18th and early 19th centuries the population of the Highlands rose to around 300,000, but from c. 1841 and for the next 160 years, the natural increase in population was exceeded by emigration (mostly to Canada, the United States, Australia and New Zealand, and migration to the industrial cities of Scotland and England.) and passim  The area is now one of the most sparsely populated in Europe. At 9.1/km2 (24/sq mi) in 2012, the population density in the Highlands and Islands is less than one seventh of Scotland's as a whole.

The Highland Council is the administrative body for much of the Highlands, with its administrative centre at Inverness. However, the Highlands also includes parts of the council areas of Aberdeenshire, Angus, Argyll and Bute, Moray, North Ayrshire, Perth and Kinross, Stirling and West Dunbartonshire.

The Scottish Highlands is the only area in the British Isles to have the taiga biome as it features concentrated populations of Scots pine forest: see Caledonian Forest. It is the most mountainous part of the United Kingdom.

Between the 15th century and the mid-20th century, the area differed from most of the Lowlands in terms of language. In Scottish Gaelic, the region is known as the Gàidhealtachd, because it was traditionally the Gaelic-speaking part of Scotland, although the language is now largely confined to The Hebrides. The terms are sometimes used interchangeably but have different meanings in their respective languages. Scottish English (in its Highland form) is the predominant language of the area today, though Highland English has been influenced by Gaelic speech to a significant extent. Historically, the "Highland line" distinguished the two Scottish cultures. While the Highland line broadly followed the geography of the Grampians in the south, it continued in the north, cutting off the north-eastern areas, that is Eastern Caithness, Orkney and Shetland, from the more Gaelic Highlands and Hebrides.

Historically, the major social unit of the Highlands was the clan. Scottish kings, particularly James VI, saw clans as a challenge to their authority; the Highlands was seen by many as a lawless region. The Scots of the Lowlands viewed the Highlanders as backward and more "Irish". The Highlands were seen as the overspill of Gaelic Ireland. They made this distinction by separating Germanic "Scots" English and the Gaelic by renaming it "Erse" a play on Eire. Following the Union of the Crowns, James VI had the military strength to back up any attempts to impose some control. The result was, in 1609, the Statutes of Iona which started the process of integrating clan leaders into Scottish society. The gradual changes continued into the 19th century, as clan chiefs thought of themselves less as patriarchal leaders of their people and more as commercial landlords. The first effect on the clansmen who were their tenants was the change to rents being payable in money rather than in kind. Later, rents were increased as Highland landowners sought to increase their income. This was followed, mostly in the period 1760–1850, by agricultural improvement that often (particularly in the Western Highlands) involved clearance of the population to make way for large scale sheep farms. Displaced tenants were set up in crofting communities in the process. The crofts were intended not to provide all the needs of their occupiers; they were expected to work in other industries such as kelping and fishing. Crofters came to rely substantially on seasonal migrant work, particularly in the Lowlands. This gave impetus to the learning of English, which was seen by many rural Gaelic speakers to be the essential "language of work".

Older historiography attributes the collapse of the clan system to the aftermath of the Jacobite risings. This is now thought less influential by historians. Following the Jacobite rising of 1745 the British government enacted a series of laws to try to suppress the clan system, including bans on the bearing of arms and the wearing of tartan, and limitations on the activities of the Scottish Episcopal Church. Most of this legislation was repealed by the end of the 18th century as the Jacobite threat subsided. There was soon a rehabilitation of Highland culture. Tartan was adopted for Highland regiments in the British Army, which poor Highlanders joined in large numbers in the era of the Revolutionary and Napoleonic Wars (1790–1815). Tartan had largely been abandoned by the ordinary people of the region, but in the 1820s, tartan and the kilt were adopted by members of the social elite, not just in Scotland, but across Europe. The international craze for tartan, and for idealising a romanticised Highlands, was set off by the Ossian cycle, and further popularised by the works of Walter Scott. His "staging" of the visit of King George IV to Scotland in 1822 and the king's wearing of tartan resulted in a massive upsurge in demand for kilts and tartans that could not be met by the Scottish woollen industry. Individual clan tartans were largely designated in this period and they became a major symbol of Scottish identity. This "Highlandism", by which all of Scotland was identified with the culture of the Highlands, was cemented by Queen Victoria's interest in the country, her adoption of Balmoral as a major royal retreat, and her interest in "tartenry".

Recurrent famine affected the Highlands for much of its history, with significant instances as late as 1817 in the Eastern Highlands and the early 1850s in the West.  Over the 18th century, the region had developed a trade of black cattle into Lowland markets, and this was balanced by imports of meal into the area. There was a critical reliance on this trade to provide sufficient food, and it is seen as an essential prerequisite for the population growth that started in the 18th century. Most of the Highlands, particularly in the North and West was short of the arable land that was essential for the mixed, run rig based, communal farming that existed before agricultural improvement was introduced into the region.[a] Between the 1760s and the 1830s there was a substantial trade in unlicensed whisky that had been distilled in the Highlands. Lowland distillers (who were not able to avoid the heavy taxation of this product) complained that Highland whisky made up more than half the market. The development of the cattle trade is taken as evidence that the pre-improvement Highlands was not an immutable system, but did exploit the economic opportunities that came its way.  The illicit whisky trade demonstrates the entrepreneurial ability of the peasant classes. 

Agricultural improvement reached the Highlands mostly over the period 1760 to 1850. Agricultural advisors, factors, land surveyors and others educated in the thinking of Adam Smith were keen to put into practice the new ideas taught in Scottish universities.  Highland landowners, many of whom were burdened with chronic debts, were generally receptive to the advice they offered and keen to increase the income from their land.  In the East and South the resulting change was similar to that in the Lowlands, with the creation of larger farms with single tenants, enclosure of the old run rig fields, introduction of new crops (such as turnips), land drainage and, as a consequence of all this, eviction, as part of the Highland clearances, of many tenants and cottars. Some of those cleared found employment on the new, larger farms, others moved to the accessible towns of the Lowlands.

In the West and North, evicted tenants were usually given tenancies in newly created crofting communities, while their former holdings were converted into large sheep farms. Sheep farmers could pay substantially higher rents than the run rig farmers and were much less prone to falling into arrears. Each croft was limited in size so that the tenants would have to find work elsewhere. The major alternatives were fishing and the kelp industry. Landlords took control of the kelp shores, deducting the wages earned by their tenants from the rent due and retaining the large profits that could be earned at the high prices paid for the processed product during the Napoleonic wars.

When the Napoleonic wars finished in 1815, the Highland industries were affected by the return to a peacetime economy. The price of black cattle fell, nearly halving between 1810 and the 1830s. Kelp prices had peaked in 1810, but reduced from £9 a ton in 1823 to £3 13s 4d a ton in 1828. Wool prices were also badly affected.  This worsened the financial problems of debt-encumbered landlords. Then, in 1846, potato blight arrived in the Highlands, wiping out the essential subsistence crop for the overcrowded crofting communities. As the famine struck, the government made clear to landlords that it was their responsibility to provide famine relief for their tenants. The result of the economic downturn had been that a large proportion of Highland estates were sold in the first half of the 19th century. T M Devine points out that in the region most affected by the potato famine, by 1846, 70 per cent of the landowners were new purchasers who had not owned Highland property before 1800. More landlords were obliged to sell due to the cost of famine relief. Those who were protected from the worst of the crisis were those with extensive rental income from sheep farms.  Government loans were made available for drainage works, road building and other improvements and many crofters became temporary migrants – taking work in the Lowlands. When the potato famine ceased in 1856, this established a pattern of more extensive working away from the Highlands.

The unequal concentration of land ownership remained an emotional and controversial subject, of enormous importance to the Highland economy, and eventually became a cornerstone of liberal radicalism. The poor crofters were politically powerless, and many of them turned to religion. They embraced the popularly oriented, fervently evangelical Presbyterian revival after 1800. Most joined the breakaway "Free Church" after 1843. This evangelical movement was led by lay preachers who themselves came from the lower strata, and whose preaching was implicitly critical of the established order. The religious change energised the crofters and separated them from the landlords; it helped prepare them for their successful and violent challenge to the landlords in the 1880s through the Highland Land League. Violence erupted, starting on the Isle of Skye, when Highland landlords cleared their lands for sheep and deer parks. It was quietened when the government stepped in, passing the Crofters' Holdings (Scotland) Act, 1886 to reduce rents, guarantee fixity of tenure, and break up large estates to provide crofts for the homeless. This contrasted with the Irish Land War underway at the same time, where the Irish were intensely politicised through roots in Irish nationalism, while political dimensions were limited. In 1885 three Independent Crofter candidates were elected to Parliament, which listened to their pleas. The results included explicit security for the Scottish smallholders in the "crofting counties"; the legal right to bequeath tenancies to descendants; and the creation of a Crofting Commission. The Crofters as a political movement faded away by 1892, and the Liberal Party gained their votes.

Today, the Highlands are the largest of Scotland's whisky producing regions; the relevant area runs from Orkney to the Isle of Arran in the south and includes the northern isles and much of Inner and Outer Hebrides, Argyll, Stirlingshire, Arran, as well as sections of Perthshire and Aberdeenshire. (Other sources treat The Islands, except Islay, as a separate whisky producing region.) This massive area has over 30 distilleries, or 47 when the Islands sub-region is included in the count. According to one source, the top five are The Macallan, Glenfiddich, Aberlour, Glenfarclas and Balvenie. While Speyside is geographically within the Highlands, that region is specified as distinct in terms of whisky productions. Speyside single malt whiskies are produced by about 50 distilleries.

According to Visit Scotland, Highlands whisky is "fruity, sweet, spicy, malty". Another review states that Northern Highlands single malt is "sweet and full-bodied", the Eastern Highlands and Southern Highlands whiskies tend to be "lighter in texture" while the distilleries in the Western Highlands produce single malts with a "much peatier influence".

The Scottish Reformation achieved partial success in the Highlands. Roman Catholicism remained strong in some areas, owing to remote locations and the efforts of Franciscan missionaries from Ireland, who regularly came to celebrate Mass. There remain significant Catholic strongholds within the Highlands and Islands such as Moidart and Morar on the mainland and South Uist and Barra in the southern Outer Hebrides. The remoteness of the region and the lack of a Gaelic-speaking clergy undermined the missionary efforts of the established church. The later 18th century saw somewhat greater success, owing to the efforts of the SSPCK missionaries and to the disruption of traditional society after the Battle of Culloden in 1746. In the 19th century, the evangelical Free Churches, which were more accepting of Gaelic language and culture, grew rapidly, appealing much more strongly than did the established church.

For the most part, however, the Highlands are considered predominantly Protestant, belonging to the Church of Scotland. In contrast to the Catholic southern islands, the northern Outer Hebrides islands (Lewis, Harris and North Uist) have an exceptionally high proportion of their population belonging to the Protestant Free Church of Scotland or the Free Presbyterian Church of Scotland. The Outer Hebrides have been described as the last bastion of Calvinism in Britain and the Sabbath remains widely observed. Inverness and the surrounding area has a majority Protestant population, with most locals belonging to either The Kirk or the Free Church of Scotland. The church maintains a noticeable presence within the area, with church attendance notably higher than in other parts of Scotland. Religion continues to play an important role in Highland culture, with Sabbath observance still widely practised, particularly in the Hebrides.

In traditional Scottish geography, the Highlands refers to that part of Scotland north-west of the Highland Boundary Fault, which crosses mainland Scotland in a near-straight line from Helensburgh to Stonehaven. However the flat coastal lands that occupy parts of the counties of Nairnshire, Morayshire, Banffshire and Aberdeenshire are often excluded as they do not share the distinctive geographical and cultural features of the rest of the Highlands. The north-east of Caithness, as well as Orkney and Shetland, are also often excluded from the Highlands, although the Hebrides are usually included. The Highland area, as so defined, differed from the Lowlands in language and tradition, having preserved Gaelic speech and customs centuries after the anglicisation of the latter; this led to a growing perception of a divide, with the cultural distinction between Highlander and Lowlander first noted towards the end of the 14th century. In Aberdeenshire, the boundary between the Highlands and the Lowlands is not well defined. There is a stone beside the A93 road near the village of Dinnet on Royal Deeside which states 'You are now in the Highlands', although there are areas of Highland character to the east of this point.

A much wider definition of the Highlands is that used by the Scotch whisky industry. Highland single malts are produced at distilleries north of an imaginary line between Dundee and Greenock, thus including all of Aberdeenshire and Angus.

Inverness is regarded as the Capital of the Highlands, although less so in the Highland parts of Aberdeenshire, Angus, Perthshire and Stirlingshire which look more to Aberdeen, Dundee, Perth, and Stirling as their commercial centres.

The Highland Council area, created as one of the local government regions of Scotland, has been a unitary council area since 1996. The council area excludes a large area of the southern and eastern Highlands, and the Western Isles, but includes Caithness. Highlands is sometimes used, however, as a name for the council area, as in the former Highlands and Islands Fire and Rescue Service. Northern is also used to refer to the area, as in the former Northern Constabulary. These former bodies both covered the Highland council area and the island council areas of Orkney, Shetland and the Western Isles.

Much of the Highlands area overlaps the Highlands and Islands area. An electoral region called Highlands and Islands is used in elections to the Scottish Parliament: this area includes Orkney and Shetland, as well as the Highland Council local government area, the Western Isles and most of the Argyll and Bute and Moray local government areas. Highlands and Islands has, however, different meanings in different contexts. It means Highland (the local government area), Orkney, Shetland, and the Western Isles in Highlands and Islands Fire and Rescue Service. Northern, as in Northern Constabulary, refers to the same area as that covered by the fire and rescue service.

There have been trackways from the Lowlands to the Highlands since prehistoric times. Many traverse the Mounth, a spur of mountainous land that extends from the higher inland range to the North Sea slightly north of Stonehaven. The most well-known and historically important trackways are the Causey Mounth, Elsick Mounth, Cryne Corse Mounth and Cairnamounth.

Although most of the Highlands is geographically on the British mainland, it is somewhat less accessible than the rest of Britain; thus most UK couriers categorise it separately, alongside Northern Ireland, the Isle of Man, and other offshore islands. They thus charge additional fees for delivery to the Highlands, or exclude the area entirely. While the physical remoteness from the largest population centres inevitably leads to higher transit cost, there is confusion and consternation over the scale of the fees charged and the effectiveness of their communication, and the use of the word Mainland in their justification. Since the charges are often based on postcode areas, many far less remote areas, including some which are traditionally considered part of the lowlands, are also subject to these charges. Royal Mail is the only delivery network bound by a Universal Service Obligation to charge a uniform tariff across the UK. This, however, applies only to mail items and not larger packages which are dealt with by its Parcelforce division.

The Highlands lie to the north and west of the Highland Boundary Fault, which runs from Arran to Stonehaven. This part of Scotland is largely composed of ancient rocks from the Cambrian and Precambrian periods which were uplifted during the later Caledonian Orogeny. Smaller formations of Lewisian gneiss in the northwest are up to 3 billion years old. The overlying rocks of the Torridon Sandstone form mountains in the Torridon Hills such as Liathach and Beinn Eighe in Wester Ross.

These foundations are interspersed with many igneous intrusions of a more recent age, the remnants of which have formed mountain massifs such as the Cairngorms and the Cuillin of Skye. A significant exception to the above are the fossil-bearing beds of Old Red Sandstone found principally along the Moray Firth coast and partially down the Highland Boundary Fault. The Jurassic beds found in isolated locations on Skye and Applecross reflect the complex underlying geology. They are the original source of much North Sea oil. The Great Glen is formed along a transform fault which divides the Grampian Mountains to the southeast from the Northwest Highlands.

The entire region was covered by ice sheets during the Pleistocene ice ages, save perhaps for a few nunataks. The complex geomorphology includes incised valleys and lochs carved by the action of mountain streams and ice, and a topography of irregularly distributed mountains whose summits have similar heights above sea-level, but whose bases depend upon the amount of denudation to which the plateau has been subjected in various places.

Climate

The region is much warmer than other areas at similar latitudes (such as Kamchatka in Russia, or Labrador in Canada) because of the Gulf Stream making it cool, damp and temperate. The Köppen climate classification is "Cfb" at low altitudes, then becoming "Cfc", "Dfc" and "ET" at higher altitudes.

Places of interest

An Teallach

Aonach Mòr (Nevis Range ski centre)

Arrochar Alps

Balmoral Castle

Balquhidder

Battlefield of Culloden

Beinn Alligin

Beinn Eighe

Ben Cruachan hydro-electric power station

Ben Lomond

Ben Macdui (second highest mountain in Scotland and UK)

Ben Nevis (highest mountain in Scotland and UK)

Cairngorms National Park

Cairngorm Ski centre near Aviemore

Cairngorm Mountains

Caledonian Canal

Cape Wrath

Carrick Castle

Castle Stalker

Castle Tioram

Chanonry Point

Conic Hill

Culloden Moor

Dunadd

Duart Castle

Durness

Eilean Donan

Fingal's Cave (Staffa)

Fort George

Glen Coe

Glen Etive

Glen Kinglas

Glen Lyon

Glen Orchy

Glenshee Ski Centre

Glen Shiel

Glen Spean

Glenfinnan (and its railway station and viaduct)

Grampian Mountains

Hebrides

Highland Folk Museum – The first open-air museum in the UK.

Highland Wildlife Park

Inveraray Castle

Inveraray Jail

Inverness Castle

Inverewe Garden

Iona Abbey

Isle of Staffa

Kilchurn Castle

Kilmartin Glen

Liathach

Lecht Ski Centre

Loch Alsh

Loch Ard

Loch Awe

Loch Assynt

Loch Earn

Loch Etive

Loch Fyne

Loch Goil

Loch Katrine

Loch Leven

Loch Linnhe

Loch Lochy

Loch Lomond

Loch Lomond and the Trossachs National Park

Loch Lubnaig

Loch Maree

Loch Morar

Loch Morlich

Loch Ness

Loch Nevis

Loch Rannoch

Loch Tay

Lochranza

Luss

Meall a' Bhuiridh (Glencoe Ski Centre)

Scottish Sea Life Sanctuary at Loch Creran

Rannoch Moor

Red Cuillin

Rest and Be Thankful stretch of A83

River Carron, Wester Ross

River Spey

River Tay

Ross and Cromarty

Smoo Cave

Stob Coire a' Chàirn

Stac Polly

Strathspey Railway

Sutherland

Tor Castle

Torridon Hills

Urquhart Castle

West Highland Line (scenic railway)

West Highland Way (Long-distance footpath)

Wester Ross

It is certainly true that machines have replaced many jobs once held by humans, and this is no new phenomenon. In 1830, so many workers were replaced by machines that people revolted over it, in a series of upheavals known as the Swing Riots.

The summer and autumn of 1829 were unseasonably wet and cold, which had a knock-on effect on the lives of the rural poor. There were record numbers of families applying for Poor Relief, and unemployment was high while wages were low. Compounding this was the historical context: around this time, rich land owners were introducing the use of threshing machines, which could complete a harvest in no time at all compared to the time it took a team of human workers to complete the same task.

The suffering endured by so many families spurred some to action, and in the summer of 1830, the threshing machine was destroyed at Wingmore Court farm in the Elham Valley. The unrest spread through Kent and Surrey, and labourers everywhere rose up to destroy the machines that had taken their jobs and take vengeance on the wealthy landowners who refused to recognise the plight of their workers.

The riots were so-called after the elusive fictitious figure of Captain Swing who lent his name to various threatening letters that were sent out during the period of time. These letters signed by “Captain Swing” would be posted to farmers and landowners, warning them that if they continued using the threshing machines they would be destroyed.

Tragedy struck in December of the same year when two brothers, William and Henry Packman, were found guilty of setting a barn on fire. The brothers pleaded guilty but added that they had been led astray by a man from Bearsted, John Dyke, and all three men were sentenced to death by hanging. Dyke asserted his innocence until his dying breath, but it was no use. On December 24th, Dyke was hanged with the Packman brothers. It was not until years later that Dyke was discovered to have been innocent of the charges brought against him. His body was moved, and is now buried in the graveyard of Holy Cross Church in Bearsted, where his grave is marked with a plaque that reads: “This tree marks the grave of John Dyke, who was hanged for rick burning in 1830 at the last public hanging at nearby Penenden Heath. Subsequently it was found that he was not guilty of the crime”.

The Model AA Truck replaced the Model TT Truck in 1928. The Model AA shared parts and materials with the Model A Ford, notably the body, engine and interior. The AA usually receiving a plainer interiors than the A.

The Model AA Ford is powered by the same 201 cu in engine that the Model A Ford used. The Model AA chassis was substantially larger and heavier. The transmission is geared lower to provide more power to move a loaded truck.

They were built as Funeral Coaches, Ambulances, Pickups, Dump Trucks and cab only version for those requiring a custom made body.

Garden City

Replacing an earlier digital photo with a better version 21-Jan-20 (very small file, unable to enhance with DeNoise).

G-CPEM was repainted with this special livery for the BBC 'Blue Peter' Childrens TV programme. It was the prizewinning design in a 'Blue Peter' competition.

This aircraft was delivered to British Airways as G-CPEM in Mar-97. It was withdrawn from service and parked at London-Gatwick in Mar-11.

The aircraft was sold to FedEx Federal Express as N951FD in Apr-11 and stored at Victorville, CA, USA before being converted to freighter configuration with a main deck cargo door in Nov-11. Current, updated (Jan-20).

Replacing an earlier scanned slide with a better version 13-Dec-15.

Delivered to Continental Airlines in Feb-67 as N17328, the aircraft was sold to the joint company Malaysia-Singapore Airlines in Jun-72 as 9V-BEW. Singapore Airlines retained it when the two companies split up in Sep-72. In Dec-80 it was sold to Eagle Air (Iceland) as TF-VLJ. Transafrica Senegal wet-leased it from Feb/Apr-81. It was wet-leased to Libyan Arab Airlines between Jun-81 & Mar-84. The aircraft was sold to the Boeing Military Airplane Company in Jun-86 as N419B. Parts of it were used in the US Air Force KC-135E conversion programme and the rest of it was stored at Davis-Monthan AFB in 1987 and it was subsequently broken up.

Replacing an earlier scanned photo with a better version 31-Oct-19.

First flown in Jan-94 with the Airbus test registration F-WWIP, this aircraft was due to become G-MALE with Monarch Airlines, but they obviously gave it a bit more thought. That registration wasn't used and it was delivered to ILFC International Lease Finance Corporation and leased to Monarch Airlines as G-OZBA ('ZB' was Monarch's flight code) in Mar-94. It was returned to ILFC in Apr-99. It was leased to Air Jamaica as 6Y-JMB the following month. The aircraft was returned to ILFC in May-08 and in Jul-08 it was leased to Vladivostok Avia as VP-BEQ. It returned to ILFC in Jan-14 and was permanently retired at St. Athan, Wales, UK in Feb-14.

Note: The registration 6Y-JMB was previously used on an Air Jamaica Boeing 727-200 between Jan-75/Oct-85.

This beautiful setting sun is about to be replaced with a gorgeous moon........Okay, that's probably stretching it for this challenge but I just had to get this sunset in! lol

I'm back with another repair tutorial. Today we're going to replace the steel band on this uncommon Mercury Grand Marquis cap. It may look good in the photo, but that's just some silver paint that I sprayed over it years ago. The steel is so rusty that I could punch a screwdriver through it. You can see a couple rust holes in the band if you look closely.

This is the only cap of this type that I have right now, and the face is in very good condition, so I decided to repair it. I'll be using an identical backing band that I salvaged from a common Crown Vic hubcap that had a nasty face but a good band. Both of these caps fit the same wheel and were made by the same supplier, so the backing will interchange. You do have to be careful, because sometimes backings that look similar are not actually the same.

Due to a second problem that I discovered (we'll see that later), I wasn't able to totally finish this repair yet, but you can still see the technique from these photos...

Replacing an earlier digital photo with a better version 01-Jun-20.

Repainted all white with just MyTravel titles and logo after winter lease to Skyservice Canada.

This aircraft was delivered to Airtours International Airways as G-WJAN in Mar-97. Airtours was renamed MyTravel Airways in May-02.

It was leased to Skyservice Airlines Canada as C-FFAN between Nov-03/May-04, returning to MyTravel Airways as G-WJAN. It was leased to Skyservice as C-FFAN again in Nov-04, but this time it didn't return to MyTravel as G-WJAN until Oct-05.

The aircraft was leased to Skyservice again, as C-FFAN, in Nov-06. This time it stayed away even longer. MyTravel was merged into Thomas Cook Airlines UK at the end of Mar-08 and the aircraft returned to Thomas Cook as G-WJAN in Apr-09.

It was leased to Skyservice again as C-FFAN in Nov-09. Skyservice Airlines ceased operations at the end of Mar-10 and the aircraft was returned to Thomas Cook as G-WJAN at the beginning of Apr-10.

In Nov-10 the aircraft was leased to Jazz Air (Canada) as C-GJZS and operated on behalf of Thomas Cook Travel Canada, returning to Thomas Cook UK as G-WJAN in Mar-11. For the next four winters, between Dec-11/Apr-12, Dec-12/Apr-13, Dec-13/Apr-14 and Dec-14/Apr-15 the aircraft was wet-leased to WestJet Airlines (Canada) and operated on behalf of Thomas Cook Travel Canada.

After the return from Canada the aircraft continued to operate for Thomas Cook Airlines UK until it was sold to Wells Fargo Bank Northwest (as trustee for SF Airlines, China) as N553CC in May-16.

It was stored at Prestwick, Scotland, UK until it was converted to freighter configuration with a main deck cargo door at Xiamen, China in Mar-17. The aircraft was sold to SF Airlines as B-1432 in Apr-17 and continues in service. Current, updated (Jun-20).

Note: The aircraft suffered a severe tail strike at Puerto Plata, Dominican Republic after a flight from the UK with a fuel stop at Bangor, Maine, USA on 01-Jan-1998. It had made two failed ILS approaches in bad weather when the Captain decided to do a visual circuit. The aircraft touched down heavily to the right of the runway on the third attempt, successfully carried out a go-around and diverted to Santo Domingo where it landed safely. There were no injuries. The aircraft was repaired and returned to service.

Replaced the original with this cropped one :)